CN107622675B - Signal intersection variable entrance and exit lane traffic flow control method - Google Patents
Signal intersection variable entrance and exit lane traffic flow control method Download PDFInfo
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Abstract
The invention relates to a variable import and export lane traffic flow control method of a signalized intersection, aiming at the condition that the number of the imported straight-going lanes is more than that of the exported straight-going lanes, optimally designing a left-turning lane of a contra-import according to the traffic flow running track and the traffic design theory so as to increase the number of the exported lanes of the contra-export; setting two left-turn stop lines at the opposite inlet of the intersection as an original stop line 2, moving the other left-turn stop line 2 backwards for a certain distance to serve as a left-turn stop line 1, and taking the distance between the two left-turn stop lines as a variable inlet-outlet lane; when the straight-going vehicles are released, the straight-going vehicles on the inner straight-going lane use the distance between the left-turning stop line 1 and the left-turning stop line 2 as temporary straight-going exit lanes to pass through, and gradually converge towards the straight-going vehicles on the right exit lane within the distance, so that the confluence conflict inside the intersection is transferred to the outside of the intersection, and the passing efficiency of the intersection is improved.
Description
Technical Field
The invention relates to a channeling design scheme and a signal control technology for a variable inlet/outlet lane of a signalized intersection.
Background
Urban road intersections are bottlenecks in urban traffic flow operation and nodes for urban traffic jam, and extensive studies are conducted on the urban traffic flow intersections by broad scholars. The existing research is mainly focused on traffic capacity calculation, traffic flow characteristic analysis and left-turn lane setting of each flow direction of an intersection. In order to fully utilize the space-time resources of the intersection, researchers also study the variable inlet lane of the intersection. The variable entrance lane is mainly researched in two types, one is to use the first exit lane on the left side of the intersection entrance lane as a left-turn entrance variable lane (the exit lane can be used as a left-turn entrance lane in some time periods), and the other is to use the leftmost one of the straight entrance lanes as a straight and left-turn variable entrance lane. The two methods improve the traffic efficiency of the intersection by optimizing the lane layout of the intersection entrance lane. However, there are intersections in the same category as the urban roads, and the number of the incoming lanes in a certain flow direction inside the intersection is greater than the number of the outgoing lanes due to limited road conditions or unbalanced flow in opposite directions, so that forced confluence exists inside the intersection, and on one hand, the traffic capacity of the intersection is reduced, and on the other hand, potential traffic safety hazards are brought. The existing intersection widened lane research focuses on widening of an imported lane. The widening of the inlet lane increases the number of inlet lanes in a certain flow direction, but cannot solve the problem that the number of inlet lanes and outlet lanes in a certain flow direction is unbalanced. Therefore, how to increase the number of the exit lanes to balance the number of the flow-direction entrance lanes and the flow-direction exit lanes becomes an important guarantee for safe and efficient operation of the intersection. The outward widening of the exit lanes of the intersection is an effective measure for increasing the number of exit lanes, however, the existing urban roads, especially old urban roads, do not necessarily have the conditions of compressor non-green belts or non-motor lanes, or even if the conditions are compressed, the traffic requirement of a certain flow direction to the entrance lane at the intersection cannot be met. Therefore, in an urban road intersection, how to balance the number of lanes flowing to the inlet and the outlet by using the conventional lane layout becomes a key for solving the problems. In the prior art, a writer researches a traffic capacity calculation method of a straight short lane when the number of lanes for import and export is larger than that of lanes for export on the basis of the unbalanced study of the number of lanes for import and export at an intersection, and other researches on the unbalanced study of the number of lanes for import and export are less.
Among urban road intersections, due to the fact that some intersections are limited by road conditions or flow rates of opposite directions are unbalanced, the number of inlet lanes in a certain flow direction is larger than that of outlet lanes. This may occur in a straight-ahead intake lane as well as in a left-turn intake lane. Taking a straight-going entrance lane as an example, the number of straight-going lanes (including a straight-going shared lane) at some entrances may be greater than the number of exits, which are called as straight-going short lanes (the analysis method is the same when the number of left-turning entrances is greater than the number of exits, and the following research takes a straight-going entrance lane as an example), such as the south entrance at the intersection of xiang river-schofu road in south beijing, the south, north and east entrances at the intersection of zhujiang road-danfeng street, and the current canalization conditions of the two intersections are respectively shown in fig. 1 and fig. 2. The existence of the straight short lane causes the straight vehicles to have the condition of forced confluence inside the intersection, thereby causing the running order inside the intersection to be disordered and the traffic capacity to be reduced.
Disclosure of Invention
Aiming at the problems of traffic conflict and traffic safety inside the intersection caused by the unbalanced number of the lanes flowing to the inlet and the outlet of a certain flow direction of the signalized intersection, the invention researches the canalization design scheme and the signal control technology of the variable inlet and outlet lanes and provides an improvement design measure of the variable inlet and outlet lanes so as to fully utilize the space resources of the intersection, balance the number of the lanes flowing to the inlet and the outlet of the intersection and improve the safety and the traffic efficiency of the intersection.
The technical scheme adopted by the invention is as follows:
a signal intersection variable import and export lane traffic flow control method is characterized in that for the condition that the number of imported direct-driving lanes is larger than that of exported lanes, according to traffic flow running tracks and a traffic design theory, left-turning lanes of opposite imports are optimally designed so as to increase the number of exported lanes of opposite exports; setting two left-turn stop lines at the opposite inlet of the intersection as an original stop line 2, moving the other left-turn stop line 2 backwards for a certain distance to serve as a left-turn stop line 1, and taking the distance between the two left-turn stop lines as a variable inlet-outlet lane; when the straight-going vehicles are released, the straight-going vehicles on the inner straight-going lane use the distance between the left-turning stop line 1 and the left-turning stop line 2 as temporary straight-going exit lanes to pass through, and gradually converge towards the straight-going vehicles on the right exit lane within the distance, so that the confluence conflict inside the intersection is transferred to the outside of the intersection, and the passing efficiency of the intersection is improved.
The signal intersection variable entrance and exit lane traffic flow control method ensures that the distance is used for driving left-turning vehicles within a certain time and is used for driving straight-going vehicles driving towards an entrance within another period of time by setting the main signals and the pre-signals of the left-turning vehicles at the two left-turning stop lines, so that the ordered operation of the left-turning vehicles and the straight-going vehicles is realized without increasing the traffic delay of the left-turning vehicles.
The invention has the beneficial effects that:
1. according to the signal intersection variable import and export lane traffic flow control method, the confluence conflict inside the intersection can be transferred to the outside of the intersection through the design of the intersection variable import and export lane, the passing efficiency of straight-going vehicles inside the intersection is improved, and the confluence process outside the intersection can be completed when the crossing road turns left and the straight-going vehicles pass, so that the purpose of changing time in space at the intersection is achieved. The scheme is simple, reasonable in design and easy to realize.
2. According to the signal intersection variable entrance and exit lane traffic flow control method, the green light starting and stopping time of two left-turn stop lines of the variable entrance and exit lane is reasonably set, so that the left-turn vehicle can be guaranteed not to stop for two times when passing through the two left-turn stop lines, and the additional delay of the left-turn vehicle passing through the intersection is not increased. Analyzing the relation between the main signal and the pre-signal of the variable inlet and outlet lane by adopting a traffic control theory to obtain the phase difference between the main signal and the pre-signal and a calculation method thereof, thereby realizing the coordination control of the main signal and the pre-signal; the driving behavior of a driver is analyzed by adopting traffic design and traffic safety theory, and a ground marking design method of a variable import and export lane is provided.
3. The invention relates to a method for controlling traffic flow of a variable entrance/exit lane of a signalized intersection, which comprises the following steps of (1) obtaining discrete results of queue lengths when queue tails of vehicles with different queue lengths reach different positions by combining field investigation and regression analysis, and determining the distance between a main signal of the variable entrance/exit lane and a pre-signal stop line. (2) The traffic control theory and the signal timing technology are adopted to analyze the timing relationship between the main signal and the pre-signal of the variable inlet/outlet lane, so that the phase difference between the main signal and the pre-signal of the left-turn vehicle is obtained, and the coordination control of the main signal and the pre-signal is realized. (3) The driving psychology of a driver is analyzed, and a traffic design theory is adopted to provide a ground marking design result of a changeable inlet/outlet lane. The VISSIM software is used for carrying out simulation analysis, and the running result shows that the technical scheme of the invention is feasible, the traffic capacity of the intersection can be improved, and the vehicle delay of the intersection can be reduced.
Drawings
FIG. 1: background art the current state of the south entry canalization at the intersection of the fragrant river road-schofu road in Nanjing City;
FIG. 2: background Art the current state of the south, north and east imports of the Zhujiang road-Danfeng street intersection in Nanjing City are channelized;
FIG. 3 is a general canalization design diagram of the variable access lane at the intersection of the present invention;
FIG. 4 is a detailed canalization layout of the variable access lane portion of the present invention;
FIG. 5 is a trend line of discrete distance for different length queued vehicles;
fig. 6 is a signal timing scheme for a variable access lane intersection of the present invention.
Detailed Description
The technical solution of the present invention is further described in detail by the following embodiments.
Example 1
Referring to fig. 3 and 4, the method for controlling a traffic flow of a variable entrance lane and exit lane of a signalized intersection according to the present invention optimally designs a left-turn lane of a contra-entrance to increase the number of exit lanes of the contra-exit according to a traffic flow running track and a traffic design theory, in case that the number of straight lanes of the entrance is greater than the number of straight lanes of the exit; the scheme is specifically adopted as follows: setting two left-turn stop lines at the opposite inlet of the intersection as an original stop line 2, moving the other left-turn stop line 2 backwards for a certain distance to serve as a left-turn stop line 1, and taking the distance between the two left-turn stop lines as a variable inlet-outlet lane; when the straight-going vehicles are released, the straight-going vehicles on the inner straight-going lane use the distance between the left-turning stop line 1 and the left-turning stop line 2 as temporary straight-going exit lanes to pass through, and gradually converge towards the straight-going vehicles on the right exit lane within the distance, so that the confluence conflict inside the intersection is transferred to the outside of the intersection, and the passing efficiency of the intersection is improved.
Example 2
Referring to fig. 3 and 4, the signalized intersection variable entrance/exit lane traffic flow control method of the present embodiment is different from embodiment 1 in that: through the arrangement of the main signals and the pre-signals of the left-turning vehicles at the two left-turning stop lines, the distance is ensured to be used for the left-turning vehicles to run in a certain time, and the left-turning vehicles and the straight vehicles to run towards the straight vehicles running out of the entrance in another period of time, so that the ordered running of the left-turning vehicles and the straight vehicles is realized, and the traffic delay of the left-turning vehicles is not increased.
Example 3
The present embodiment takes the south import of a zhuangjiang road-danfeng street intersection in Nanjing city as an example, and describes a specific implementation manner of the variable import and export lane traffic flow control method for a signalized intersection according to the present invention.
As shown in fig. 2, the number of straight lanes at the entrance of the intersection at the south is one more than the number of exit lanes at the exit of the intersection at the north due to restrictions on road conditions and the like. According to the traffic flow running track and the traffic design theory, the left-turn lane at the north entrance can be optimally designed to increase the number of exit lanes at the north exit. And two left-turn stop lines are arranged at the north entrance of the intersection, one is the original stop line, the other is positioned at the position of the original stop line which is moved backwards by a certain distance, and the distance between the two left-turn stop lines is used as a variable entrance/exit lane. This distance is used for left turn vehicle travel for a certain period of time and for straight-ahead vehicle travel for south entry exit for another period of time. Through the arrangement of the main signals and the pre-signals of the left-turning vehicles at the two left-turning stop lines, the ordered operation of the left-turning vehicles and the straight-going vehicles can be realized, and the passing delay of the left-turning vehicles can not be increased. Fig. 3 is a general canalization design diagram of the intersection variable access lane, and fig. 4 is a detailed canalization design diagram of the variable access lane part. The figure designs double left-turn stop lines, and a main signal and a pre-signal for left-turn are respectively arranged at the two stop lines, and the design form of a pre-signal lamp is given. The "zig-zag" shaped markings in the variable access lanes combined with the dashed guide arrows indicate that the segment is a variable segment for left turns and reverse straight runs. The yellow virtual solid line and the dotted line guide arrow pointing to the exit lane indicate that a straight-going vehicle occupying a left-turn entrance lane and traveling reversely can cross the yellow virtual solid line to enter the exit road section by chance, and the straight-going vehicle at the exit cannot cross the yellow virtual solid line to enter the variable lane to achieve the overtaking purpose.
Example 4
The method for controlling the traffic flow of the variable entrance/exit lane at the signalized intersection is different from the method in the embodiment 3 in that: the method combines field investigation and regression analysis to obtain the discrete rule of the vehicles queued at the intersection after leaving the stop line, and the distance between the two stop lines of the variable entrance/exit lane (the distance between the main signal and the pre-signal stop line) is determined by the following steps:
in order to increase the number of straight exit lanes and not increase the traffic delay of left-turn vehicles, a variable entrance lane design is performed at an opposite entrance lane by using a left-turn lane, and two left-turn stop lines are arranged on the left-turn lane. Now the reasonable length L between the two left turn parking lines is analyzed. As shown in fig. 4, the length between two stop lines is defined by a straight lane length l and a transition length l ″dAnd (4) forming. The length of the gradual change section can adopt a method for calculating the length of the outlet channel widening gradual change section in the guidance of urban road traffic design (Yangxuang, Beijing: people traffic press, 2003):
lˊd＝(30～20)Δω (1)
in the formula: ldWidening the exit channel by a transition length (m); Δ ω is the lateral offset amount (m). When conditions are limited,/')dShould not be less than 30 m.
The length l of the straight-going lane is related to factors such as the queuing length of the intersection entrance lane during the red signal light period, the size of the intersection and the like. In order to research the discrete process and the discrete rule of the straight-ahead queuing vehicles after the straight-ahead queuing vehicles leave a stop line, a straight-ahead lane at the west entrance of an intersection of a flat-top mountain city construction road and an Lingyun road is investigated, and the discrete distance between a queuing head vehicle and a queuing tail vehicle when the tail of a queue with different queuing lengths reaches different positions of the intersection during the red light period of the straight-ahead lane is investigated. The distance between the east and west inlet stop lines of the intersection is 45m, and the intersection belongs to a large intersection. The investigation panel carries out 20 signal periods of investigation aiming at different queuing lengths respectively to obtain the positions of the vehicles with different queuing lengths, which are reached by the head vehicles in the queue when the tail of the queue reaches 15m, 30m and 45m away from the inlet stop line respectively, thereby obtaining the discrete process and the discrete result of the vehicles with different queuing lengths. The statistical analysis shows the discrete results and the discrete trends of the queue lengths when the tail of the fleet reaches different positions of 15m, 30m and 45m in the fleet with different queue lengths as shown in table 1 and fig. 5:
TABLE 1 discrete distances for different queue lengths
Note that ① each queue length data is an average of 20 cycles, and ② queue lengths are grouped at 15m intervals for ease of analysis.
Generally, the queuing length of an urban road intersection cannot exceed 85m, if the queuing length is too long, queued vehicles are difficult to be released in a green light period, and other traffic management and control methods are required. In order to analyze the queuing length in the extreme case, the research performs regression analysis on the relationship between the queuing length obtained by the investigation and the discrete length of the queuing vehicles, and obtains the discrete values of the queuing lengths of 100m and 115 m. The results of the regression analysis are shown in Table 2.
Table 2 regression analysis results:
the discrete results of the queued vehicles with queue lengths of 100m and 115m were calculated using regression analysis equations, with the calculated values shown in the last two columns of table 3.
Queue length discretization results for tables 3100 m and 115m
It can be seen from the regression analysis result that when the queuing length 8 is 115m1 and the tail 3 of the vehicle in the queue 6 reaches the sections of 15m, 30m and 45m, the discrete length of the vehicle basically tends to be stable and is basically stable at about 259 m.
By calculating the length l of the lane borrowing and the length l' of the transition sectiondFinally, the distance L between the pre-signal of the left-turning vehicle and the main signal stop line can be determined, and the calculation formula is as follows:
L＝l+lˊd(2)
in the formula: l is the straight lane borrowing length of the outlet lane, and the discrete value (m) of the queue length in the table 3 is taken; the other terms are synonymous.
Example 5
The method for controlling the traffic flow of the variable entrance/exit lane at the signalized intersection is different from the method in embodiment 4 in that: analyzing the relation between the main signal and the pre-signal of the variable inlet/outlet lane by adopting a traffic control theory to obtain the phase difference between the main signal and the pre-signal and a calculation method thereof, and realizing the coordination control of the main signal and the pre-signal:
when the intersection variable inlet and outlet lane design is adopted, in order to not influence the normal passing of left-turning vehicles, the phase sequence of the intersection needs to adopt a passing scheme of firstly turning left and then passing straight. The vehicles at each inlet of the intersection are released in the sequence of turning left from north to south, going straight from north to south, turning left from east to west and going straight from east to west. Meanwhile, in order to avoid the conflict between the straight running vehicle by lane and the oncoming left-turning vehicle, it is necessary to scientifically design the phase difference between the left-turning main signal and the pre-signal. Taking the north import of the Zhujiang road-Danfeng street intersection in Nanjing as an example, a signal timing diagram considering the main signal and the pre-signal of the left turn is shown in FIG. 6.
In the signal phase design, when the left-turn vehicles at the north-south inlet are released, the north-south inlet left-turn pre-signal lamp and the south-north left-turn main signal lamp both display green, but the left-north inlet left-turn pre-signal lamp and the south-north left-turn main signal lamp display greenThe turn signal lamp is t ahead of the left turn main signal lamp in the north-south direction1s finish passing to ensure that a left-turn vehicle that has entered a variable short lane can be enabled at t1And (5) driving out the variable entrance lane and the variable exit lane in the s, so that when the straight-going vehicle released in the next phase reaches the first left-turn parking line, no left-turn vehicle exists between the two left-turn parking lines. t is t1The size of the parking space is determined by the distance between the main signal parking line and the pre-signal parking line and the average vehicle speed, and the calculation method comprises the following steps:
in the formula: v is the average travel speed (m/s) of the vehicle inside the intersection; the other symbols have the same meaning as before.
In order to avoid influencing the normal passing of the north-entry left-turn vehicle through the intersection, the north-entry left-turn pre-signal of the next period is t ahead of the south-north-entry left-turn main signal green light in the period of the straight-going vehicle passing through in the east-west direction2And s, turning on the light, so that the vehicle waiting for left turning at the north entrance enters the reversible short lane in advance, and ensuring that the main signal left turning green light in the north-south direction is just turned on when the vehicle firstly entering the reversible short lane runs to the main signal parking line for left turning at the north entrance. t is t2The magnitude of the vehicle speed is determined by the distance between the main signal stop line and the pre-signal stop line, the average vehicle speed and the starting acceleration, and the calculation method comprises the following steps:
in the formula: a is the starting acceleration (m/s)2) (ii) a The other symbols have the same meaning as before.
Fig. 4 is a detailed canalization design diagram of the variable access lane portion. The figure designs double left-turn stop lines, and sets a main signal and a pre-signal for left-turn at the two stop lines, and also provides a design form of a pre-signal lamp. And the design of the ground marking of the changeable entrance lane between the left-turn stop line 1 and the left-turn stop line 2 is adopted. The "zig-zag" shaped markings in the variable access lanes combined with the dashed guide arrows indicate that the segment is a variable segment for left turns and reverse straight runs. The yellow virtual solid line and the dotted line guide arrow pointing to the exit lane indicate that a straight-going vehicle occupying a left-turn entrance lane and traveling reversely can cross the yellow virtual solid line to enter the exit road section by chance, and the straight-going vehicle at the exit cannot cross the yellow virtual solid line to enter the variable lane to achieve the overtaking purpose.
In order to verify the feasibility of the design, a simulation analysis was performed using VISSIM software. The simulation intersection is a Zhujiang road-Danfeng street intersection in Nanjing city, and the current canalization state of the intersection is shown in figure 2. The simulation conditions were as follows: the signal timing scheme is as shown in fig. 6, the main signal timing scheme at the intersection remains unchanged, the length l of the variable entrance/exit lane for turning left is 80m, and the length l' of the variable transition segmentdThe designed speed of the road section is 60km/h, the average speed of the intersection is 0.5 time of the speed of the road section, namely 30km/h, and t is calculated1＝13s，t215 s. The design scheme of the variable inlet and outlet lane of the intersection is subjected to simulation analysis by adopting the parameters, and the simulation result shows that after the variable inlet and outlet lane is set, the average delay of the straight vehicles at the south inlet of the intersection is reduced by 5s per cycle, and the traffic capacity of the straight lane at the south inlet is improved by 174 pcu/h.
The invention provides a design scheme of a variable import and export lane aiming at the problem of unbalanced number of certain flow direction import and export lanes at an urban road intersection, and provides a calculation method of the length of the variable import and export lane, a coordination control algorithm of main signals and pre-signals of the variable import and export lane and a ground marking design of the variable import and export lane. The method can be applied to the condition that the road conditions of the intersection are limited and the number of the inlet lanes in a certain flow direction is greater than that of the outlet lanes, and can also be applied to the condition that the number of the inlet lanes and the outlet lanes is unbalanced due to unbalanced flow distribution in the flow direction of the intersection.
Claims (5)
1. A signal intersection variable import and export lane traffic flow control method is characterized in that for the condition that the number of imported straight lanes is larger than that of exported straight lanes, according to traffic flow running tracks and a traffic design theory, a left-turn lane of an opposite import is optimally designed so as to increase the number of exported lanes of an opposite export; the method is characterized in that: setting two left-turn stop lines at the opposite inlet of the intersection, wherein one left-turn stop line is a left-turn stop line 2, the other left-turn stop line is positioned at the left-turn stop line 2 and moves backwards for a certain distance to serve as a left-turn stop line 1, and the distance between the two left-turn stop lines is used as a variable inlet and outlet lane; when the straight-going vehicles are released, the straight-going vehicles on the inner straight-going lane use the distance between the left-turning stop line 1 and the left-turning stop line 2 as temporary straight-going exit lanes to pass through, and gradually converge towards the straight-going vehicles on the right exit lane within the distance, so that the confluence conflict inside the intersection is transferred to the outside of the intersection, and the passing efficiency of the intersection is improved.
2. The signalized intersection variable import-export lane traffic flow control method according to claim 1, characterized in that: through the arrangement of the main signals and the pre-signals of the left-turning vehicles at the two left-turning stop lines, the distance is ensured to be used for the left-turning vehicles to run in a certain time, and the left-turning vehicles and the straight vehicles to run towards the straight vehicles running out of the entrance in another period of time, so that the ordered running of the left-turning vehicles and the straight vehicles is realized, and the traffic delay of the left-turning vehicles is not increased.
3. The signalized intersection variable entrance-exit lane traffic flow control method according to claim 1 or 2, characterized in that: the method combining field investigation and regression analysis is adopted to obtain the discrete distance between the head car and the tail car in line when the tail of the fleet of vehicles with different line lengths at the intersection reaches different positions of the intersection, so that the lane borrowing length of the straight-going vehicles inside the intersection is determined, and the distance between two stop lines of the variable access lanes is further determined through the following steps:
the distance between the two stop lines is formed by the length l of the straight lane and the length l' of the gradual change sectiondComposition is carried out;
L＝l+lˊd(1)
in the formula: l is the straight lane borrowing length (m) of the outlet lane, and the straight lane borrowing lengths of the intersections with different sizes and different queuing lengths are respectively taken as the following values:
when the size of the intersection and the queuing length are not exactly the values listed in the table, determining by adopting an interpolation method;
lˊdfor the exit duct widening transition length (m), the transition length is calculated using the following equation:
lˊd＝(30～20)Δω (2)
in the formula: Δ ω is the lateral offset (m); when conditions are limited,/')dShould not be less than 30 m.
4. The signalized intersection variable import-export lane traffic flow control method according to claim 3, characterized in that: the traffic control theory is adopted to analyze the relation between the main signal and the pre-signal of the left turn of the variable entrance lane and the variable exit lane, so as to obtain the phase difference between the main signal and the pre-signal and the calculation method thereof, thus realizing the coordination control of the main signal and the pre-signal:
when the intersection variable inlet and outlet lane design is adopted, in order to not influence the normal passing of left-turning vehicles, the phase sequence of the intersection needs to adopt a passing scheme of firstly turning left and then passing straight; in order to ensure that when the straight-ahead vehicle released at the next phase reaches the first left-turn parking line, no left-turn vehicle exists between the two left-turn parking lines, a certain phase difference t needs to be set between the left-turn main signal and the pre-signal1I.e. the left-turn pre-signal needs to be ahead of the left-turn main signal by t1s finish passing to ensure that a left-turning vehicle that has entered a variable short lane can be enabled at t1Driving out of the variable entrance/exit lane in s, t1The size of the parking space is determined by the distance between the main signal parking line and the pre-signal parking line and the average vehicle speed, and the calculation method comprises the following steps:
in the formula: v is the average travel speed (m/s) of the vehicle inside the intersection; other symbols have the same meaning as before;
assuming that the number of lanes of the straight-going inlet at the south inlet of the intersection is greater than that of lanes of the exit at the north outlet, in order to not influence the normal passing of the left-turning vehicles at the north inlet, the left-turning pre-signal at the north inlet in the next period is t ahead of the green light of the left-turning main signal at the north and south inlets during the releasing period of the straight-going vehicles at the intersection2s, turning on the light, enabling the vehicle waiting for left turning at the north entrance to enter the reversible short lane in advance, and ensuring that the main signal left turning green light in the north-south direction is just turned on when the vehicle firstly entering the reversible short lane runs to the main signal parking line of left turning at the north entrance;
t2the magnitude of the acceleration is determined by the distance between the main signal stop line and the pre-signal stop line, the average vehicle speed and the starting acceleration, and the calculation method comprises the following steps:
in the formula: a is the starting acceleration (m/s)2) (ii) a The other symbols have the same meaning as before.
5. The signalized intersection variable import-export lane traffic flow control method according to claim 4, characterized in that: in order to realize safe and efficient operation of left-turning vehicles and straight-going vehicles on the lanes, which can change the lanes of the entrances and the exits, the driving behaviors of drivers are analyzed by adopting a traffic design and traffic safety theory, and the ground marking lines of the lanes of the entrances and the exits are designed as follows: the variable entrance and exit lane is combined with a dotted line guide arrow by adopting a sawtooth-shaped marking line, and the variable entrance and exit lane is a variable section for left turning and reverse straight running; the yellow virtual solid line and the dotted guide arrow pointing to the exit lane indicate that a straight-going vehicle occupying a left-turn entrance lane and traveling reversely can cross the yellow virtual solid line to enter the exit road section, while the straight-going vehicle at the exit cannot cross the yellow virtual solid line to enter a variable lane for overtaking.
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